JP5278383B2 - Fuel efficiency information providing device, electronic control unit, fuel efficiency information providing method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel consumption information providing device for providing a list of fuel consumption information every traveling condition, which is appropriate for list display and has a profound effect on the fuel consumption. <P>SOLUTION: The fuel consumption information providing device 100 has: an accelerator opening detection unit 11 for detecting an accelerator opening; a vehicle speed detection unit 12 for detecting a vehicle speed; a traveling condition determination unit 21 for dividing the traveling conditions from the start to stop into either process of a start process, a cruise process or a deceleration stop process; an evaluation unit 22 for evaluating an accelerator operation of each process as a numerical value; and chart display units 23, 14 for displaying a chart indicating a size of the numerical value of each process on three axes corresponding to each process. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a fuel efficiency information providing device that provides fuel efficiency information to an occupant.

  There are an increasing number of drivers trying to save on fuel-efficient driving due to increased environmental awareness. Vehicle manufacturers are also increasing the number of vehicles equipped with instantaneous fuel consumption meters and eco lamps in consideration of the environment. However, since the instantaneous fuel consumption meter expresses the fuel consumption with a numerical value, it is difficult for the driver to determine whether or not the fuel-saving driving has been achieved. Further, since the eco lamp is an indicator that is lit only during an economical accelerator operation with low fuel consumption, the driver can obtain only binary information indicating whether the accelerator operation at a certain moment is good or bad.

  Therefore, a technique for notifying the driver of the tendency of fuel consumption in more detail has been considered (for example, see Patent Documents 1 and 2). In Patent Document 1, fuel consumption is stored for each traveling state of high speed traveling, general roads, and idle traveling, and fuel-saving driving for evaluating the driving operation for each traveling state according to the fuel consumption ratio of each traveling state. An evaluation device is disclosed.

  Further, Patent Document 2 discloses a driving diagnosis information providing apparatus that displays scoring results of five tendency items such as stable running, acceleration / deceleration, in-vehicle environment, attention determination, and parking / stopping in a 5-axis radar chart. Yes.

JP 2003-328845 A JP 2010-038645 A

  However, it is appropriate to divide the driving situation into high-speed driving, general driving, and idle driving as in Patent Document 1, or to divide into stable driving, acceleration / deceleration, in-vehicle environment, caution judgment, and parking and stopping as in Patent Document 2. There is a problem that is not. For example, since either one of high-speed driving and general driving is in a continuous driving state, displaying these as a list is not always effective for the driver's fuel-saving driving. As an item to be displayed in a list, for example, it is considered appropriate to classify traveling situations that almost always change such as from start to stop and to display a list of fuel consumption information for each traveling situation.

  The same thing can be pointed out also in Patent Document 2, and even if the in-vehicle environment, attention judgment and parking / stopping affect fuel consumption, it is necessary to display a list together with an indicator that directly affects fuel consumption, such as acceleration / deceleration. Low. In a chart with five axes, there is a possibility that the amount of information is too much for the driver to learn in a short time such as waiting for a signal.

  In view of the above problems, the present invention provides a fuel consumption information providing apparatus, an electronic control unit, and a fuel consumption information providing method for listing and providing fuel consumption information for each traveling situation that is appropriate to display a list and has a large influence on fuel consumption. The purpose is to do.

In view of the above problems, the present invention provides an accelerator opening detecting means for detecting an accelerator opening, a vehicle speed detecting means for detecting a vehicle speed, a starting process, a cruising process, and a deceleration stopping process for a traveling state from start to stop. indicating a travel situation determining means for partitioning, and evaluation means for evaluating the accelerator operation of each process as a numerical value, the size of the numerical values of only the respective process on three axes corresponding to each process in any of processes There is provided a fuel consumption information providing device comprising chart display means for displaying a chart.

  It is possible to provide a fuel consumption information providing apparatus, an electronic control unit, and a fuel consumption information providing method for listing and providing fuel consumption information for each driving situation that is appropriate to display a list and has a large influence on fuel consumption.

It is an example of the figure explaining the outline of a fuel consumption information provision apparatus. It is an example of the schematic block diagram of a fuel consumption information provision apparatus. It is an example of the transition diagram of the state of the vehicle represented by Flag. It is an example of the flowchart figure which shows the procedure in which a process determination part classifies a driving | running | working condition into three processes. It is an example of the flowchart figure which shows the procedure in which an evaluation score calculation part calculates a start evaluation score. It is an example of the figure explaining the calculation map for calculating a start evaluation score. It is an example of the flowchart figure which shows the procedure in which an evaluation score calculation part calculates a cruise evaluation score. It is an example of the figure which illustrates calculation of a cruise evaluation point typically. It is an example of the flowchart figure which shows the procedure in which an evaluation point calculation part calculates a deceleration stop evaluation score. It is a figure which shows an example of the reference | standard stop time map for calculating a deceleration stop evaluation score. It is an example of the flowchart figure which shows the measurement procedure of idling time. It is a figure which shows an example of a radar chart. It is an example of the flowchart figure which shows the procedure in which a radar chart display part displays a radar chart. (Example 2) which is an example of the schematic block diagram of a fuel consumption information provision apparatus. It is an example of the figure which shows typically the evaluation score memorize | stored in the past evaluation score memory | storage part. (Example 2) which is a figure which shows an example of a radar chart. It is an example of the flowchart figure which shows the procedure in which a radar chart display part displays a radar chart.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is an example of a diagram illustrating an outline of a fuel efficiency information providing apparatus 100 according to the present embodiment. The fuel efficiency information providing apparatus 100 divides the traveling state of the traveling vehicle into three processes. One is a “starting process”, one is a “cruising process”, and one is a “deceleration stopping process”. The fuel efficiency information providing apparatus 100 divides the driving situation into any process.

  Then, the fuel efficiency information providing apparatus 100 monitors the operation of the accelerator pedal (hereinafter referred to as “accelerator operation”) for each process, and evaluates the accelerator operation so that the accelerator operation with improved fuel efficiency has a higher score. While the vehicle is traveling, the fuel efficiency information providing apparatus 100 continues to determine the process and monitor the accelerator operation. The “start process” score is the start evaluation score, the “cruising process” score is the cruise evaluation score, and the “deceleration stop process” score is the deceleration stop evaluation score. . The highest evaluation score is a fixed value (for example, 100 points).

  For example, at the timing when the vehicle stops, the fuel efficiency information providing apparatus 100 presents evaluation points for each process on a radar chart. The radar chart has three axes, and a start evaluation point, a cruise evaluation point, and a deceleration stop evaluation point are displayed on each axis with reference to the center O. In FIG. 1, an asterisk is an evaluation point. The driver can grasp the evaluation of the accelerator operation according to how far the star is from the center O.

  Therefore, according to the fuel efficiency information providing apparatus 100 of the present embodiment, it is possible to classify the traveling situation that almost always changes when the vehicle is driven from start to stop into three processes and display the fuel efficiency information of each process as a list. . Since there are only three axes, the driver can grasp at a glance which fuel efficiency of the process is not good by looking at the radar chart, and can immediately use it for the next driving.

  FIG. 2 shows an example of a schematic configuration diagram of the fuel efficiency information providing apparatus 100. The fuel efficiency information providing apparatus 100 is controlled by a meter ECU (Electronic Control Unit) 13. An accelerator opening sensor 11 and a vehicle speed sensor 12 are connected to the meter ECU 13 via an in-vehicle LAN such as a CAN (Controller Area Network) or a FlexRay. It is connected. An eco indicator 14 and a speaker 15 are connected to the meter ECU 13. The fuel consumption information providing apparatus 100 may be controlled by a navigation ECU other than the meter ECU 13, and the meter ECU 13 is merely an example.

  The accelerator opening sensor 11 is connected to, for example, an engine ECU (not shown). When the ignition is turned on (in the case of a hybrid vehicle or an electric vehicle, the main system is turned on), the accelerator opening is detected every predetermined cycle time. Is detected and the accelerator opening information is sent to the in-vehicle LAN.

  The vehicle speed sensor 12 is provided for each of the four wheels, detects the amount of rotation of the wheel per unit time based on the number of pulses for each predetermined cycle time, converts it into vehicle speed information, and converts the vehicle speed information into the in-vehicle LAN. To send. The vehicle speed sensor 12 is connected to, for example, a brake ECU (not shown).

  The meter ECU 13 receives accelerator opening information and vehicle speed information transmitted via the in-vehicle LAN, and generates a radar chart. The meter ECU 13 is a computer that includes a CPU, RAM, ROM, display controller, communication controller, input interface, output interface, and the like. A program is stored in the ROM, and the following characteristic functions are realized by the CPU executing the program and cooperating with the hardware.

  The meter ECU 13 includes a process determination unit 21, an evaluation score calculation unit 22, and a radar chart display unit 23. The process determination unit 21 determines whether the traveling state is “start process”, “cruising process”, or “deceleration stop process”. The evaluation score calculation unit 22 calculates an evaluation score for each process. The radar chart display unit 23 displays the radar chart on the eco-indicator 14 with the evaluation points represented by marks such as stars.

  The eco-indicator 14 is a dedicated display area of a radar chart provided in a part of the meter panel, the whole or part of the liquid crystal display unit of the meter panel, or a HUD (Head-Up Display). An advice for inducing fuel-saving driving is displayed on a part of the eco indicator 14 or another liquid crystal display unit. Similar advice is also output from the speaker 15 by voice.

[Process judgment]
In this embodiment, the process determination unit 21 manages the state of the vehicle with Flag.
FIG. 3 is an example of a state transition diagram of the vehicle represented by Flag. In the flag, a standby state, a start state, a cruise state, or a deceleration stop state is set. Flag is a kind of information stored in a memory such as a RAM or a ROM. In the present embodiment, it is sufficient that there is a capacity for identifying four states.

  The standby state means an initial state that is not one of the three processes. The driver looks at the radar chart mainly during the standby state. In the standby state, the idling time is measured as will be described later. The start evaluation point is calculated when the start state is set to Flag, the cruise evaluation point is calculated when the cruise state is set to Flag, and the deceleration stop evaluation point is set when the deceleration stop state is set to Flag. Calculated. Therefore, when the flag is in a starting state, the driving state is “starting process”, that the flag is in a cruising state, that the driving state is “cruising process”, and that the flag is in a deceleration stop state. Is synonymous with the "deceleration stop process" as the driving situation.

  The arrows in FIG. 3 indicate the transition direction of each state. Therefore, as shown in the figure, the flag state transitions from the standby state to the start state, from the start state to the cruise state, from the cruise state to the deceleration stop state, and from the deceleration stop state to the standby state or cruise state. The transition of each state will be described with reference to the flowchart of FIG.

  FIG. 4 is an example of a flowchart illustrating a procedure in which the process determination unit 21 classifies the traveling state into three processes. The procedure shown in FIG. 4 is repeatedly executed when the ignition is turned on.

  First, immediately after the ignition is turned on, the process determination unit 21 sets Flag to a standby state (S10).

  The process determination unit 21 determines whether or not the vehicle speed has increased based on the vehicle speed information received every cycle time (S20). The vehicle speed reference value for determining whether or not the vehicle speed has increased is, for example, a vehicle speed that clearly indicates that the vehicle has not stopped at a position of 1 to 10 [km / h].

  If the vehicle speed does not increase (No in S20), the vehicle remains stopped, so the process determination unit 21 repeats the determination in step S20 based on the vehicle speed information.

  When the vehicle speed increases (Yes in S20), the vehicle has started, so the process determination unit 21 sets Flag to a start state (S30).

  The process determination unit 21 continuously monitors the vehicle speed information, and determines whether or not “the vehicle speed has not increased and the vehicle speed has exceeded 20 km / h” (S40). Step S40 corresponds to determination of whether or not the vehicle has transitioned to the “cruising process”. This condition means that the vehicle speed starts to decrease at 20 km / h or more (the vehicle speed enters a certain range). The second half condition, “whether or not the vehicle speed exceeds 20 [km / h] is an example. For example, whether or not the vehicle speed exceeds 30 [km / h] to 80 [km / h] Further, the speed limit received from the roadside device by road-to-vehicle communication, the speed limit read from the navigation map DB, or a speed slightly lower than that may be used as a criterion for determination.

  While the condition of step S40 is not satisfied (No in S40), the flag is in a start state, so the process determination unit 21 determines that it is a “start process”.

  When the condition of step S40 is satisfied (Yes in S40), the process determination unit 21 sets the flag to the cruise state (S50). The process determination unit 21 determines that it is currently a “cruising process”.

  Thereafter, while the driver adjusts the vehicle speed by the accelerator operation, the process determination unit 21 continues to determine that the current state is the “cruising process”.

  When the driver stops the vehicle, it is considered that his / her leg is removed from the accelerator pedal. For this reason, the process determination part 21 determines whether the accelerator opening became zero based on accelerator opening information (S60).

  Until the accelerator opening becomes zero (No in S60), the flag is in a cruise state, so the process determination unit 21 determines that it is a “cruise process”.

  When the accelerator opening becomes zero (Yes in S60), the process determination unit 21 sets Flag to a deceleration stop state (S70). The process determination unit 21 determines that it is currently a “deceleration stop process”.

  Since the driver may operate the accelerator again without stopping even if he / she releases his / her leg from the accelerator pedal, the process determination unit 21 monitors the accelerator opening information to determine whether or not the accelerator opening is zero. Is determined (S80).

  As a result of the determination in step S80, if the accelerator opening is not zero (No in S80), the process determination unit 21 sets the flag to the cruise state (S50). The process determination unit 21 determines that it is currently a “cruising process”.

  If the accelerator opening is zero as a result of the determination in step S80 (Yes in S80), the process determination unit 21 determines whether or not the vehicle has stopped based on the vehicle speed information (S90). Thus, when the process is the “deceleration stop process”, the process determination unit 21 determines whether or not the vehicle has stopped. This is to detect the timing for displaying the radar chart.

  Until the vehicle stops (No in S90), the process determination unit 21 repeats the determination in step S80, so that the cruise operation is performed when the driver starts the accelerator operation again.

  When the vehicle stops (Yes in S90), the process determination unit 21 requests the radar chart display unit 23 to update the radar chart (S100). The radar chart display unit 23 displays a radar chart on the indicator. Thus, the driver can display fuel efficiency information from start to stop on one radar chart.

  The process determination unit 21 sets Flag to a standby state (S110). Then, the procedure returns to step S10, and the procedure of FIG. 4 is repeated.

[Calculation of starting evaluation points]
FIG. 5 is an example of a flowchart illustrating a procedure in which the evaluation score calculation unit 22 calculates a start evaluation score. The evaluation score calculation unit 22 monitors the Flag, and starts the calculation of the start evaluation score based on the procedure of FIG. 5 when the start state is set in the Flag.

  The evaluation point calculation unit 22 executes the process of S210 while the flag is in the starting state. FIG. 6A is an example of a diagram for explaining a calculation map for calculating a start evaluation point, and FIG. 6B is an example of a diagram for explaining an ECO zone value.

First, the ECO zone value will be described. The ECO zone value is a value that indicates the ratio of the actual accelerator opening to the accelerator opening that achieves ideal fuel-saving driving as a percentage. The range where the ECO zone value is 0 to 100% may be called the ECO zone in the sense that the accelerator operation is a range suitable for fuel-saving driving.
ECO zone value = 100 x (actual accelerator opening / ideal accelerator opening during ideal fuel-saving driving) [%]
FIG. 6B is a map for determining the accelerator opening during ideal fuel-saving driving. In FIG. 6B, the horizontal axis represents the vehicle speed, and the vertical axis represents the accelerator opening [%]. Since the upper limit value indicates the upper limit of the ideal accelerator opening corresponding to the current vehicle speed, the area below the line connecting the upper limit values is the accelerator opening at which fuel-saving driving is achieved. Acceleration may be associated with the current vehicle speed instead of the accelerator opening.

  The evaluation point calculation unit 22 reads the accelerator opening during ideal fuel-saving driving with reference to the map of FIG. 6B every time the vehicle speed information is received or every predetermined cycle time. In order to obtain stable vehicle speed information, an average of several pieces of speed information or a moving average may be used.

  The evaluation point calculation unit 22 detects the current accelerator opening every time the accelerator opening information is received or every predetermined cycle time. In order to obtain stable accelerator opening information, an average of several pieces of accelerator opening information or a moving average may be used.

  By doing so, the evaluation score calculation unit 22 calculates the ECO zone value from the above formula. When the current accelerator opening is less than or equal to the upper limit value, the ECO zone value is 100% or less. In the case of a so-called conventional ECO lamp, the lamp is lit if the ECO zone value is 100% or less. This upper limit is a value that varies depending on the vehicle type and engine type.

  In the case of a hybrid vehicle, in addition to the upper limit value of the engine output, an output indicating the limit of travel by the motor is determined as the upper limit value. The upper limit value on the motor side means a torque range in which the motor can run, meaning that the driver is effectively using the motor. The upper limit on the motor side is often smaller than the upper limit on the engine side. For this reason, in the case of a hybrid vehicle, two types of ECO zone values can be calculated. In this embodiment, an ECO zone value with respect to the upper limit value on the engine side is used for easy explanation. Note that the upper limit value on the motor side varies according to motor characteristics, motor temperature, battery SOC (State of Charge), and charge state.

  Also, in the case of a hybrid vehicle, energy regeneration is possible, so even when the accelerator opening is not zero (when the accelerator opening is returned to be smaller than the current state), there are states that hardly consume fuel or store energy. In this case, since the ECO zone value is 0 or less, it may be a negative value.

  The evaluation point calculation unit 22 calculates the ECO zone value in this way, and specifies the value on the horizontal axis of the calculation map of FIG. In FIG. 6A, points are assigned to the ECO zone values. Since the fuel-saving operation is realized when the ECO zone value is 100% or less, 80 or more points are associated with each other. The number of points is associated. Further, in the region where the ECO zone value where the fuel efficiency decreases rapidly is over 100%, the score decreases rapidly, and becomes zero at 120%.

The evaluation point calculation unit 22 reads out the score for each predetermined cycle time using the calculation map thus determined. The time series score is t1, t2, t3, t4..., And the start evaluation score is calculated from these scores. There are several calculation methods. For example, an average value of scores can be used as the start evaluation score. In the following equation, “n” is the number of points.
Start evaluation point = (t1 + t2 + t3 + t4...) / N
Alternatively, several points may be extracted from the worst score, and the average may be used as the start evaluation score. Such a calculation method is effective for preferentially scoring the accelerator operation with poor fuel efficiency and prompting the driver to correct it.

  Alternatively, only the score included in a predetermined ratio (for example, 80%) may be extracted from the median value or the average value, and the start evaluation score may be calculated from the average. Such a calculation method can exclude an extremely good or bad accelerator operation from the start evaluation point calculation target, and thus can provide a relatively stable start evaluation point to the driver.

  Returning to FIG. 5, the evaluation point calculation unit 22 stores the score in time series while the start state is set in the flag, and when the cruise state is set in the flag (Yes in S220), the start point is started. An evaluation score is calculated and stored in a RAM or the like (S230). Thereafter, the evaluation score calculation unit 22 starts a cruise evaluation score calculation process.

[Calculation of cruise evaluation points]
FIG. 7A is an example of a flowchart illustrating a procedure in which the evaluation score calculation unit 22 calculates a cruise evaluation score. The evaluation point calculation unit 22 monitors the Flag, and starts calculation of a cruise evaluation point based on the procedure of FIG. 7A when the cruise state is set in the Flag.

  The evaluation point calculation unit 22 calculates the cruise evaluation point by executing the processing of FIG. 7A while the flag is in the starting state. The procedure in FIG. 7A is a procedure for quantifying the amount of change in the accelerator opening. Frequently increasing or decreasing the accelerator opening in the “cruising process” is considered to be an accelerator operation that deteriorates fuel consumption, and therefore, a cruise evaluation point is calculated from the amount of change in the accelerator opening. In this way, the cruise evaluation points include evaluation points related to acceleration.

  When the accelerator opening is larger than zero (Yes in S310), the evaluation point calculation unit 22 integrates the amount of change in the accelerator opening for each cycle time (S320). When the accelerator opening is zero (No in S310), the process determination unit 21 sets the deceleration stop state to Flag, and thus it is not necessary to calculate a cruise evaluation point.

FIG. 8A is an example of a diagram schematically illustrating the calculation of cruise evaluation points. The evaluation point calculation unit 22 specifies the accelerator opening periodically (for example, about 100 to 500 milliseconds). In the figure, C1 to C8 are accelerator openings that are periodically acquired. The evaluation point calculation unit 22 stores the accelerator opening Ci acquired last, and calculates a difference ΔC from the accelerator opening Ci + 1 acquired next. Further, the accelerator opening degree Ci + 1 is also stored as the last acquired accelerator opening degree. The evaluation point calculation unit 22 accumulates the absolute value of the accelerator opening difference ΔC.
Integrated value = Σ | Accelerator opening degree Ci + 1−Accelerator opening degree Ci | = Σ | ΔC |
When the driver depresses the accelerator pedal, the difference ΔC becomes a positive value, but when the driver depresses the accelerator pedal, the difference ΔC becomes a negative value. For this reason, by taking the absolute value, it is possible to accurately integrate the fluctuation amount of the accelerator opening.

  Returning to FIG. 7A, when the deceleration stop state is set in Flag (No in S310), the evaluation point calculation unit 22 converts the integrated value into a cruise evaluation point (S330). According to the above calculation method, the longer the “cruising process” time, the larger the integrated value, resulting in poor fuel efficiency. Therefore, the evaluation score calculation unit 22 first converts the integrated value into an integrated value of unit time. The evaluation point calculation unit 22 converts the time when the difference ΔC is integrated into an integrated value per unit time such as 5 minutes, 10 minutes, or 1 hour. For example, when the integrated value for 1 minute is Cn and the unit time is 5 minutes, the integrated value for the unit time is “Cn × 5”. When the integrated value for 30 minutes is Cn and the unit time is 5 minutes, the integrated value for unit time is “Cn × 1/6”.

  Also, according to the above calculation method, the greater the integrated value, the greater the driver's accelerator operation and the lower the fuel efficiency. Therefore, even if the integrated value is normalized to a value of 0 to 100, for example, the larger the value in the radar chart, the worse the fuel efficiency.

  Therefore, the evaluation score calculation unit 22 refers to a predetermined conversion table and converts the integrated value of unit time into a cruise evaluation score. FIG. 8B is a diagram illustrating an example of a conversion table for converting the integrated value into a cruise evaluation point. In the conversion table, the cruise evaluation point = 100 if the integrated value of unit time is less than 10, and the cruise evaluation point = 90 if the integrated value of unit time is 10 or more and less than 20, and so on. The points are associated. If the integrated value of unit time is 100 or more, the cruise evaluation score is 0.

  Since the accelerator operation often differs between ordinary roads and expressways, the conversion table may be divided between ordinary roads and expressways. Further, the conversion table may be divided depending on whether the congestion is congested or smooth.

  Thus, by associating a smaller cruise evaluation point with a larger integrated value of unit time, a higher value can be displayed on the radar chart as fuel efficiency is higher. The evaluation point calculation unit 22 stores the accumulated value in the RAM or the like after converting the integrated value into the cruise evaluation point.

  Even if the deceleration stop state is set in Flag, the cruise state may be set again in Flag without stopping the vehicle. In this case, in order to plot the cruise evaluation point of one “cruising process” on the radar chart, the cruise evaluation point already stored in the RAM is discarded, and the evaluation point calculation unit 22 calculates the accelerator opening difference ΔC. And the integration of the absolute value of the difference ΔC is restarted. Thereby, the fluctuation amount of the accelerator opening at the time of acceleration from the deceleration stop state to the cruising state can be included in the cruising evaluation point.

  The accumulated value until the discarded cruise evaluation point is calculated, and the number of accumulations (time when the cruise state is set in Flag) are stored in the RAM. By doing so, the cruise evaluation point of the “cruising process” can be accurately calculated even if the flag state changes.

In the case of a hybrid vehicle The cruise evaluation point calculation procedure specific to the hybrid vehicle will be supplemented based on the flowchart of FIG. 7B. In the case of a hybrid vehicle, even if the accelerator opening is larger than zero (Yes in S310), the driver may regenerate energy by making the accelerator opening smaller than the current state. Therefore, in the case of a hybrid vehicle, even if the accelerator opening is greater than zero, the integrated value of the amount of change in the accelerator opening is obtained only by accumulating the amount of change in the accelerator opening only when there is no energy regeneration. Can be easily correlated with fuel consumption.

  Therefore, in FIG. 7B, only when the accelerator opening is larger than zero (Yes in S310) and when the ECO zone value is larger than zero (Yes in S315), the evaluation point calculation unit 22 is changed every cycle time. The amount of change in the accelerator opening is integrated (S320). At the time of energy regeneration, since the ECO zone value becomes zero or less (0 to −100), the amount of change in the accelerator opening can be integrated only when energy regeneration is not performed, as determined in step S315.

[Calculation of deceleration stop evaluation points]
FIG. 9 is an example of a flowchart illustrating a procedure in which the evaluation point calculation unit 22 calculates a deceleration stop evaluation point. The evaluation point calculation unit 22 monitors the flag, and starts the calculation of the deceleration stop evaluation point based on the procedure of FIG. 9 when the deceleration stop state is set in the flag.

  The evaluation point calculation unit 22 calculates the deceleration stop evaluation score by executing the process of FIG. 9 while the flag is in the deceleration stop state. The procedure of FIG. 9 is a procedure for quantifying the time from the stop start (accelerator opening = 0) to the stop (speed = 0). A long time from the start of the stop to the stop (hereinafter referred to as deceleration stop time) (the time when the accelerator opening = 0 is long) means that the distance traveled while the fuel is not consumed due to the fuel cut of the engine. Means. This is the same when the driver applies the service brake (foot brake), but the time until the vehicle stops is longer when the driver does not apply the foot brake, so that the fuel efficiency is improved. In addition, stopping the vehicle over time requires less fuel consumption when the vehicle is re-accelerated without stopping.

  As described above, since a long deceleration stop time means good fuel efficiency, the evaluation point calculation unit 22 calculates a deceleration stop evaluation score based on the time from the start of deceleration to the stop.

  When the deceleration stop state is set in Flag, the evaluation point calculation unit 22 initializes variables for calculating the deceleration stop evaluation point (S410). The variables are a variable x1 for measuring the deceleration stop time from the start of deceleration to the stop, and a variable x2 for storing the deceleration start vehicle speed. The evaluation point calculation unit 22 sets zero in x1 and vehicle speed information (hereinafter referred to as deceleration start vehicle speed) immediately after the deceleration stop state is set in Flag in x2.

  The evaluation point calculation unit 22 adds the time to the variable x1 and measures the deceleration stop time from the start of deceleration (S420).

  While measuring the elapsed time, the evaluation score calculation unit 22 determines whether the vehicle speed has become zero (S430). When the vehicle speed is not zero (Yes in S430), the evaluation point calculation unit 22 determines whether or not the cruise state is set in the Flag (S440). That is, if the driver depresses the accelerator pedal before the vehicle speed becomes zero, the cruise state is set in Flag (Yes in S440), and the procedure of FIG. 9 ends.

  When the cruise state is not set in the Flag (No in S440), the evaluation point calculation unit 22 returns to the process of Step S420 and continues measuring the deceleration stop time.

  When the vehicle speed becomes zero (No in S430), the process determination unit 21 sets a standby state in Flag (S450). The evaluation point calculation unit 22 determines that the vehicle has stopped because the flag is in a standby state, and calculates a deceleration stop evaluation point (S460).

  FIG. 10 is a diagram illustrating an example of a reference stop time map for calculating a deceleration stop evaluation score. In FIG. 10, the horizontal axis is associated with the deceleration start vehicle speed, and the vertical axis is associated with the reference stop time. The reference stop time is a stop time suitable for fuel efficiency at a certain deceleration start vehicle speed (for example, even if the stop time is further increased, the fuel efficiency improvement effect is not obtained or hardly obtained).

The evaluation point calculation unit 22 reads the reference stop time associated with the deceleration start vehicle speed stored in the variable x2. And the percentage display of the ratio of the deceleration stop time of the variable x1 with respect to the reference stop time is calculated as the deceleration stop evaluation point. However, if the deceleration stop evaluation score is 100 points or more, it is replaced with 100 points.
Deceleration stop evaluation point = 100 x deceleration stop time / standard stop time [%]
The evaluation point calculation unit 22 stores the deceleration stop evaluation point in a RAM or the like.

  Even if the deceleration stop state is set in Flag, the evaluation point calculation unit 22 does not calculate the deceleration stop evaluation point when the vehicle is not stopped and the cruise state is set again in Flag. This is because the base stop time and the deceleration stop time are not determined because the vehicle does not stop.

  Returning to FIG. 9, when the evaluation point calculation unit 22 calculates the deceleration evaluation point, the radar chart display unit 23 displays the radar chart (S470).

[Processing while stopped]
Although the evaluation point calculation unit 22 does not calculate an evaluation point while the vehicle is stopped, a long idling time while the vehicle is stopped is known as an act of reducing fuel consumption. Therefore, the evaluation score calculation unit 22 measures the idling time while the standby state is set in Flag.

  FIG. 11 is an example of a flowchart illustrating an idling time measurement procedure. When the standby state is set in Flag, the evaluation score calculation unit 22 starts measuring the idling time (S510). The evaluation point calculation unit 22 continues to measure the idling time until the start state is set in Flag (No in S520).

  Note that, when the driver turns off the ignition, the evaluation point calculation unit 22 interrupts the measurement of the idling time.

  When the start state is set in Flag (Yes in S520), the process of FIG. 11 ends, and a start evaluation point calculation process is executed.

  The evaluation score calculation unit 22 stores it in the RAM or the like every time the idling time is updated. Therefore, the idling time is measured in real time. This idling time is displayed together with, for example, a radar chart.

[Radar chart]
FIG. 12A shows an example of a radar chart. The radar chart has three axes, and a start evaluation point, a cruise evaluation point, and a deceleration stop evaluation point are plotted on each axis. In the radar chart of FIG. 12 (a), each leaf of an icon that is designed with a three-leaf clover shape corresponds to three axes. Marks 31 to 33 displayed one by one on each leaf represent evaluation points. The center O of the three-leaf clover corresponds to 0 points of evaluation points, and the outer edge E of each leaf corresponds to 100 points of evaluation points. The marks 31 to 33 are plotted at a position proportional to the size of the evaluation point between the center O and the outer edge E. Therefore, the larger the evaluation score, the closer the marks 31 to 33 are to the outer edge E. Note that the size of the evaluation point can be expressed by changing the color of the leaves up to the positions of the marks 31 to 33 without displaying the marks 31 to 33.

  In FIG. 12 (a), the start evaluation point is plotted in the direction of about 12:00, the deceleration stop evaluation point is in the direction of about 4 o'clock, and the cruise evaluation point is in the direction of about 8 o'clock. Is an example. The driver can also set an axis on which each evaluation point is plotted.

  FIGS. 12B and 12C are diagrams showing an example of another display mode of the radar chart. FIG. 12B is a radar chart substantially the same as FIG. This radar chart has a line connecting the center of gravity O of the equilateral triangle and the three vertices S as axes. Similarly to FIG. 12A, the marks 31 to 33 are plotted at positions closer to the vertex S as the evaluation point is larger, with the center of gravity O being 0 point and the vertex S being 100 points.

  Although the display mode as shown in FIG. 12B has low design, each evaluation point can be simply provided to the driver. In FIG. 12B, the idling time is displayed. Since the idling time is measured in real time as described above, the radar chart display unit 23 displays the idling time that changes every moment on the indicator. The driver can turn off the ignition to stop idling after seeing the idling time. The idling time can also be displayed in the display modes shown in FIGS.

  The radar chart of FIG. 12C is a mode in which three axes are displayed in parallel. The evaluation score is represented by the length of the bar graph, and the longer the evaluation score, the longer the bar graph is displayed. The rectangular area in the bar graph is filled with the same color or gradation. Instead of using a bar graph, an evaluation point may be represented by one mark with the left end portion being 0 points and the right end portion being 100 points. In the display mode as shown in FIG. 12C, the indicator can be displayed in a narrow space, which is effective when there is not enough display space on the meter panel of the vehicle.

  In FIG. 12C, “overall evaluation 75 points” is displayed. The radar chart display unit 23 can calculate comprehensive evaluation points from the three evaluation points and display them together with the radar chart. The overall evaluation score is an average of three evaluation points or a total of three evaluation points. The comprehensive evaluation score can be displayed also in the display modes of FIGS.

  Further, instead of digitizing and displaying only comprehensive evaluation points in this way, in the display modes of FIGS. 12A to 12C, each evaluation point may be displayed as a numerical value in addition to the radar chart.

  Further, the fuel efficiency information providing apparatus 100 displays advice effective for fuel saving driving on the eco indicator 14 according to each evaluation point, and outputs it from the speaker 15. The driver can set whether the advice is displayed or output as a voice.

  The fuel efficiency information providing apparatus 100 stores advice data corresponding to the evaluation score for each score range with each evaluation score (for example, every 10 to 20 points). The association between the advice data and the evaluation points is determined, for example, by the test driver traveling on the road.

  Each time the fuel efficiency information providing apparatus 100 displays a radar chart, the fuel efficiency information providing apparatus 100 reads advice data associated with the evaluation points and outputs advice from the speaker 16. Since there are three evaluation points in the radar chart, the fuel efficiency information providing apparatus 100 preferentially outputs, for example, advice associated with the worst evaluation point. If the vehicle starts while advice is output in the order of bad evaluation score, it may be forcibly terminated or all three advices may be output.

  The content of the advice is, for example, “Let's slow the acceleration at the start” in the case of a relatively bad start evaluation point, and in the case of a relatively good start evaluation point, for example, “Acceleration operation at the start is fuel-saving driving It has become. In the case of a relatively poor cruise evaluation point, for example, “Let's reduce the number of accelerator operations during cruise travel”, and in the case of a relatively good cruise evaluation point, for example, “the accelerator operation during cruise travel becomes a fuel-saving driving. It is ". In the case of a comparatively poor deceleration stop evaluation point, for example, “Let the time from the start of deceleration to stop” be longer, and in the case of a relatively good deceleration stop evaluation point, for example, “for fuel saving driving from the start of deceleration to stop It has become.

  FIG. 13 is an example of a flowchart illustrating a procedure in which the radar chart display unit 23 displays a radar chart.

  The radar chart display unit 23 monitors the state of the flag, and when the standby state is set in the flag, starts the radar chart display process.

  First, the radar chart display unit 23 reads three evaluation points from a RAM or the like (S610). Next, the radar chart display unit 23 determines a plot position according to the evaluation point (S620). For example, when the evaluation score is 80 points, the radar chart display unit 23 calculates a length of 80% of the length from the center O to the outer edge E, and determines a position away from the center O as the plot position. .

  The radar chart display unit 23 displays the radar chart on the indicator (S630). Since the evaluation point calculation unit 22 measures the idling time, the radar chart display unit 23 displays it on the indicator while updating the idling time.

  The radar chart display unit 23 monitors the vehicle speed information in a state where the radar chart is displayed, and displays the radar chart as it is while the vehicle speed is zero (No in S640). The radar chart may be displayed as it is, or may be automatically switched to the display before the radar chart display after a predetermined time has elapsed (for example, after 30 seconds). When the vehicle speed is not zero (Yes in S640), the process in FIG. 13 is terminated, and a start evaluation point calculation process is executed.

  When the start state is set in Flag, the display may be terminated even if the radar chart is still displayed.

  As described above, the fuel efficiency information providing apparatus 100 according to the present embodiment displays the radar chart for every short cycle from start to stop, so that the driver can easily look at the accelerator operation. Since the radar chart has three axes, start, cruise, and stop, only items that are directly related to the driver's awareness of accelerator operation can be displayed.

  In the first embodiment, the radar chart from the start to the stop is displayed, but the evaluation point calculation period can be made longer. In addition, the driver may want to check past evaluation points. In this embodiment, a fuel efficiency information providing apparatus 100 that displays a radar chart at a timing desired by a driver or a longer evaluation period of past evaluation points will be described.

  FIG. 14 shows an example of a schematic configuration diagram of the fuel efficiency information providing apparatus 100 of the present embodiment. 14, the same parts as those in FIG. 2 are denoted by the same reference numerals, and the description thereof is omitted. The meter ECU 13 of this embodiment has a past evaluation point storage unit 24. The past evaluation score storage unit 24 is a nonvolatile memory (for example, ROM (flash memory)) in which each past evaluation score is stored. Note that it is not always necessary to store in the vehicle, and the evaluation score may be transmitted from the vehicle to the server, and the server may store the past evaluation score.

  FIG. 15 is an example of a diagram schematically showing evaluation scores stored in the past evaluation score storage unit 24. As shown in the figure, the past evaluation point storage unit 24 stores a start evaluation point, a cruise evaluation point, and a deceleration stop evaluation point from ignition on to ignition off in time series.

Since past evaluation points are stored in the past evaluation point storage unit 24, for example, evaluation points from the ignition on to the present (1 trip) or the average thereof, all the past evaluation points or the average thereof, Can be displayed on a radar chart.
Further, as shown in FIG. 15, the fuel efficiency information providing apparatus 100 of the present embodiment has a switch 16 connected to the meter ECU 13. The switch 16 is a switch 16 that receives a radar chart display request from the driver. Therefore, when the meter ECU 13 detects that the switch 16 is pressed, the meter ECU 13 displays the radar chart in a predetermined manner.

  Further, the meter ECU 13 has a past evaluation score calculation unit 25. The past evaluation point calculation unit 25 uses the past evaluation points stored in the past evaluation point storage unit 24 to calculate the average of the past evaluation points in several modes.

[Calculation of past evaluation points]
When the standby state is set in Flag, the past evaluation score calculation unit 25 calculates a past evaluation score for one trip. For example, when the vehicle repeats starting and stopping twice from IG ON to the present, the past evaluation score calculation unit 25 calculates the past evaluation score as follows.
Past evaluation point of start evaluation point = (SP1 + SP2) / 2
Past evaluation point of cruise evaluation point = (CP1 + CP2) / 2
Past evaluation point of deceleration stop evaluation point = (BP1 + BP2) / 2
Therefore, in this embodiment, in addition to the evaluation points from start to stop, one-trip past evaluation points can be displayed on the radar chart. The radar chart of this embodiment will be described later.

  Further, the past evaluation score calculation unit 25 calculates a past evaluation score when it detects that the switch 16 is pressed even during traveling. Since the vehicle is running, Flag is set to one of a start state, a cruise state, and a deceleration stop state.

  Thus, the driver can display the past evaluation points on the radar chart at a desired timing. The method for calculating the past evaluation score in this case is the same as in the case of one trip.

Further, the past evaluation score calculation unit 25 calculates a second past evaluation score when detecting the pressing of the switch 16 twice even during traveling. The second past evaluation score is an average of past evaluation scores calculated using all the evaluation scores stored in the past evaluation score storage unit 24. In the following formula, N is the number of evaluation points.
Second past evaluation point of start evaluation point = {(SP1 to SPn) +... + (SP1 to SPn)} / N
Second past evaluation point of cruise evaluation point = {(CP1-CPn) + ... + (CP1-CPn)} / N
Second past evaluation point of deceleration stop evaluation point = {(BP1 to BPn) +... + (BP1 to BPn)} / N
In addition, it is also possible to receive an operation of a predetermined switch 16 and display each past evaluation score in a predetermined order (new order, oldest order, good score order, bad score order, etc.).

  Thus, the driver can display the average of the evaluation points obtained from all the past evaluation points at the desired timing and the past evaluation points on the radar chart.

  The past evaluation score calculation unit 25 deletes all evaluation scores stored in the past evaluation score storage unit 24 when detecting a predetermined operation (for example, long press) of the switch 16 by the driver. Therefore, if the driver performs a predetermined operation from the switch 16 each time refueling, the second past evaluation point between refueling can be displayed on the radar chart.

[Radar chart]
FIG. 16A to FIG. 16C are diagrams showing an example of the radar chart of this embodiment. FIGS. 16A to 16C correspond to FIGS. 12A to 12C, respectively.

  The radar chart of FIG. 16A has color change regions 34 to 36 in addition to the marks 31 to 33. The size of the color change areas 34 to 36 is determined so that the center O is a zero point and the outer edge E is 100 points, and the larger the past evaluation points, the closer to the outer edge. That is, the color change regions 34 to 36 are from the center O to the position corresponding to the past evaluation point.

  The radar chart of FIG. 16B has a triangle 37 whose vertices are connected by lines in addition to the marks 31 to 33. The past evaluation points are determined such that the center O is a zero point and the vertex S of the triangle is 100 points, and the past evaluation points are closer to the vertex S as the past evaluation points are larger. Further, the determined positions are connected to each other by a line to form a triangle 37.

  The radar chart of FIG. 16C has marks 41 to 43 on a bar graph. The positions of the marks 41 to 43 are determined so that the left end portion is 0 point and the right end portion is 100 points, and the larger the past evaluation score, the closer to the right end portion.

  In the radar chart as shown in FIGS. 16A to 16C, the driver can grasp the evaluation points from the latest “start to stop” and the past evaluation points of the past, for example, one trip at a time. Therefore, for example, it is possible to easily compare what has happened to the latest evaluation score compared to the past evaluation score.

  FIG. 17 is an example of a flowchart illustrating a procedure in which the radar chart display unit 23 displays a radar chart.

  The radar chart display unit 23 relates to the state of the flag, and when the standby state is set in the flag, the radar chart display process is started.

  First, the radar chart display unit 23 reads three evaluation points from a RAM or the like (S610). Next, the radar chart display unit 23 determines a plot position according to the evaluation point (S620).

  Next, the past evaluation score calculation unit 25 calculates a past evaluation score (S710). This past evaluation point is a past evaluation point of one trip.

  Then, the radar chart display unit 23 displays a radar chart including the evaluation points and the past evaluation points on the indicator (S720). Since the evaluation point calculation unit 22 measures the idling time, the radar chart display unit 23 displays it on the indicator while updating the idling time.

  The radar chart display unit 23 monitors the vehicle speed information in a state where the radar chart is displayed, and displays the radar chart as it is while the vehicle speed is zero (Yes in S640). When the vehicle speed is not zero (No in S640), a start evaluation point calculation process is executed.

  After the start evaluation point calculation process, the flag is set to a start state, a cruise state, or a deceleration stop state (S650). In any state, the past evaluation score calculation unit 25 monitors whether or not the switch 16 has been operated (S730). When the operation of the switch 16 is detected, it is determined whether the switch 16 is pressed once or twice (S740).

  When the switch 16 is pressed once, the past evaluation score calculation unit 25 calculates a past evaluation score (S750). When the switch 16 is pressed twice, the past evaluation score calculation unit 25 calculates a second past evaluation score (S760). That is, an average of all past evaluation points that have not been initialized by the driver is calculated.

  The radar chart display unit 23 determines the plot position according to the past evaluation points, and displays a radar chart including the past evaluation points or the second past evaluation points (S770). When the evaluation points are already displayed on the radar chart, only the past evaluation points or the second past evaluation points may be displayed while the evaluation points are displayed.

  As described above, in addition to the effects of the first embodiment, the fuel efficiency information providing apparatus 100 according to the present embodiment can evaluate past accelerator operations using a radar chart. Further, the radar chart can be displayed at a timing desired by the driver. The accelerator operation from the previous start to the stop can be compared with the past accelerator operation.

11 Accelerator opening sensor 12 Vehicle speed sensor 13 Meter ECU
14 Eco indicator 15 Speaker 16 Switch 100 Fuel consumption information providing device

Claims (15)

An accelerator opening detecting means for detecting the accelerator opening;
Vehicle speed detection means for detecting the vehicle speed;
A traveling situation determination means for classifying a running situation from start to stop into any one of a start process, a cruise process, and a deceleration stop process;
An evaluation means for evaluating the accelerator operation of each process as a numerical value;
And chart display means for displaying a chart showing the magnitude of the numerical values of only the respective process on three axes corresponding to each process,
A fuel consumption information providing apparatus comprising:   The fuel consumption information providing apparatus according to claim 1, wherein the chart display means calculates and displays a comprehensive evaluation score from the numerical values of each process. The traveling state determination means is a start process until the vehicle speed enters a certain range after the vehicle speed exceeds zero, a cruising process until the accelerator opening reaches zero after the vehicle speed enters the range, and the accelerator opening is The driving situation is divided into the deceleration stop process until the vehicle speed becomes zero after it becomes zero,
The fuel consumption information providing apparatus according to claim 1 or 2, characterized in that When the accelerator opening is greater than zero by the time the vehicle speed becomes zero after the accelerator opening becomes zero, the traveling state determination means determines that the vehicle has transitioned from the deceleration stop process to the cruise process.
The fuel consumption information providing apparatus according to claim 3. The evaluation means determines the numerical value of the start process based on the ratio of the current accelerator opening to the upper limit accelerator opening associated with the vehicle speed.
The fuel consumption information providing apparatus according to any one of claims 1 to 4, wherein the fuel consumption information providing apparatus is provided. The evaluation means determines the numerical value of the cruise process based on the integrated value of the amount of change in the accelerator opening.
The fuel consumption information providing apparatus according to any one of claims 1 to 5, wherein The evaluation means determines the numerical value of the deceleration stop process based on the time from when the accelerator opening becomes zero until the vehicle speed reaches a predetermined value.
The fuel consumption information providing apparatus according to any one of claims 1 to 6, wherein When the transition from the deceleration stop process to the cruise process, the evaluation means adds the amount of change in the accelerator opening after the transition to the cruise process to the integrated value until the deceleration stop process. Determine the number,
The fuel consumption information providing apparatus according to claim 6.   The fuel efficiency information providing apparatus according to claim 6, wherein when the vehicle is in energy regeneration, the evaluation unit interrupts integration of the amount of change in accelerator opening. Numerical value storage means for storing the numerical values of the past of each process;
Statistical processing means for performing statistical processing on the past numerical values of each process,
The chart display means, together with the numerical value, shows the statistically processed past numerical value on an axis corresponding to a process,
The fuel consumption information providing apparatus according to claim 1, wherein Having an operation receiving means for receiving the operation of the occupant,
When the operation accepting unit accepts an operation, the statistical processing unit performs a statistical process on the past numerical value of each process,
The chart display means indicates the statistically processed past numerical values on an axis corresponding to each process,
The fuel consumption information providing device according to claim 10.   The fuel consumption information providing apparatus according to any one of claims 1 to 11, wherein when the chart display means displays a chart, advice corresponding to the numerical value is output. The chart has the shape of a compound leaf consisting of three leaves, taking three axes from the center of the three leaves in the longitudinal direction of each leaf,
The fuel consumption information providing device according to any one of claims 1 to 12, wherein Information acquisition means for acquiring accelerator opening information and vehicle speed information;
A traveling situation determination means for classifying a running situation from start to stop into any one of a start process, a cruise process, and a deceleration stop process;
An evaluation means for evaluating the accelerator operation of each process as a numerical value;
Display control means for displaying a chart showing the magnitude of the numerical values of only the respective process on three axes corresponding to each process in the display device,
An electronic control unit comprising: A step in which the accelerator opening detecting means detects the accelerator opening;
Vehicle speed detecting means for detecting the vehicle speed;
A step in which the traveling state determination means classifies the traveling state from start to stop into one of a start process, a cruise process, and a deceleration stop process;
An evaluation means for evaluating the accelerator operation of each process as a numerical value;
Chart display means, and displaying a chart showing the magnitude of the numerical values of only the respective process on three axes corresponding to each process,
A method for providing fuel consumption information, comprising:

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